WO2013114843A1

WO2013114843A1 - System for controlling temperature of internal combustion engine

Info

Publication number: WO2013114843A1
Application number: PCT/JP2013/000407
Authority: WO
Inventors: 道夫西川; 伊藤　肇; 梯　伸治
Original assignee: 株式会社デンソー
Priority date: 2012-02-01
Filing date: 2013-01-28
Publication date: 2013-08-08
Also published as: JP2013160058A

Abstract

This system for controlling the temperature of an internal combustion engine used in a hybrid vehicle is provided with: a coolant circulation circuit (20) for circulating engine (10) coolant; a main pump (21) for circulating coolant, the main pump (21) being provided to the coolant circulation circuit (20); a heater core (54a) for increasing the temperature of coolant using a heat pump cycle (60) as the heat source, the heat pump cycle (60) being disposed in an air conditioning device (5) for controlling the temperature of ventilation air blown into the vehicle interior; and a control device (100) for controlling the actuation of the engine (10) and the air conditioning device (5). The control device (100) actuates the engine (10) when the remaining capacity of the battery has fallen below a lower limit capacity for travel. A pre-warming process for increasing the temperature of the engine (10) coolant is furthermore carried out using the heater core (54a) when the remaining capacity is low and prior to the remaining capacity falling below the lower limit capacity for travel. Accordingly, cold starts in an internal combustion engine can be reduced in a hybrid vehicle.

Description

Internal combustion engine temperature control system

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2012-20037 filed on Feb. 1, 2012, the disclosure of which is incorporated herein by reference.

The present disclosure relates to an internal combustion engine temperature adjustment system applied to a hybrid vehicle.

2. Description of the Related Art Conventionally, a hybrid vehicle is known that includes a battery that travels by a driving force output from at least one of an internal combustion engine (engine) and a traveling electric motor and stores electric power supplied to the traveling electric motor.

As a hybrid vehicle, for example, as in a plug-in hybrid vehicle, when the remaining capacity SOC (State Of Charge) of the battery is sufficiently secured, the vehicle travels only with the driving force output from the electric motor for traveling. However, when the remaining capacity SOC of the battery decreases, there is a battery that operates the internal combustion engine to obtain a driving force for traveling. In such a hybrid vehicle, since the internal combustion engine is started and stopped irregularly, the internal combustion engine is likely to be cold started, and a large amount of unburned fuel such as HC is discharged at the time of startup.

On the other hand, a configuration has been proposed in which a catalytic converter (exhaust gas purification device) using an exhaust gas purification catalyst is improved to efficiently adsorb HC and the like discharged during cold start (for example, Patent Documents). 1).

JP 2008-261295 A

By the way, in order to increase the amount of adsorption of HC or the like in the catalytic converter, it is conceivable to increase the exhaust purification catalyst. However, the exhaust purification catalyst uses a rare metal or the like, and the exhaust purification catalyst. Increasing the catalyst for use may increase the cost.

For this reason, in a hybrid vehicle in which the internal combustion engine is started and stopped irregularly, in addition to the improvement of the catalytic converter, the cold start of the internal combustion engine itself is suppressed to suppress the discharge of HC and the like when the internal combustion engine is started. It is desirable to do.

In view of the above points, it is an object of the present disclosure to provide an internal combustion engine temperature adjustment system capable of suppressing a cold start of an internal combustion engine in a hybrid vehicle in which the internal combustion engine is started and stopped irregularly.

In the present disclosure, the internal combustion engine temperature control system includes a travel electric motor that outputs a driving force for traveling the vehicle by supplying power from the storage battery, and a drive for generating the driving force for traveling the vehicle or the power stored in the storage battery. This is applied to a hybrid vehicle having a water-cooled internal combustion engine that outputs power and capable of traveling only with the driving force output by the traveling electric motor until the remaining capacity of the storage battery falls below a predetermined first reference capacity. Can be adjusted to a desired temperature.

An internal combustion engine temperature control system according to a first aspect of the present disclosure includes a cooling water circulation circuit that circulates cooling water of the internal combustion engine, a first cooling water circulation device that is provided in the cooling water circulation circuit and circulates the cooling water, and blows air into the vehicle interior. A heating unit provided in the air conditioner for adjusting the temperature of the blown air to be heated, and a control unit for controlling the operation of the internal combustion engine and the air conditioner; . The control device operates the internal combustion engine at least when the remaining capacity of the storage battery falls below the first reference capacity. Further, the pre-warm-up process for raising the temperature of the cooling water of the internal combustion engine at the cooling water temperature raising unit when the remaining capacity of the storage battery is lower than the first reference capacity and the remaining capacity of the storage battery is reduced. Execute.

According to this, since the cooling water of the internal combustion engine is raised in temperature by the cooling water temperature raising unit before the operation of the internal combustion engine due to a decrease in the remaining capacity of the storage battery, the internal combustion engine is started and stopped irregularly. In the vehicle, the cold start of the internal combustion engine can be suppressed. As a result, it is possible to suppress the discharge of HC and the like when starting the internal combustion engine.

According to the internal combustion engine temperature control system of the second aspect of the present disclosure, the control device may be configured to determine the start timing of the pre-warming-up process based on at least the state of decrease in the remaining capacity of the storage battery.

For example, according to the internal combustion engine temperature control system of the third aspect of the present disclosure, the control device starts the pre-warm-up process when the remaining capacity of the storage battery falls below a second reference capacity that is greater than the first reference capacity. It may be configured as follows.

Alternatively, according to the internal combustion engine temperature control system of the fourth aspect of the present disclosure, the control device calculates the expected time until the remaining capacity of the storage battery falls below the first reference capacity from the degree of decrease in the remaining capacity of the storage battery, and Calculate the required warm-up time required to raise the cooling water to the desired target temperature at the heating unit during the warm-up process, and perform the pre-warm-up process at least until the expected time falls below the required warm-up time. You may start.

According to this, the start timing of the pre-warm-up process is based on the relationship between the expected time predicted from the degree of decrease in the remaining capacity of the storage battery and the required warm-up time required for the temperature rise of the cooling water in the pre-warm process. Therefore, the pre-warm-up process can be executed at an appropriate timing.

According to the internal combustion engine temperature control system of the fifth aspect of the present disclosure, the control device performs the pre-warm-up process when the expected time is equal to or less than the time obtained by adding a predetermined reference time to the warm-up required time. You may start.

According to the internal combustion engine temperature adjustment system of the sixth aspect of the present disclosure, the target temperature of the cooling water in the pre-warm-up process may be set so as to increase as the vehicle exterior temperature decreases.

According to this, it is possible to appropriately raise the temperature of the cooling water of the internal combustion engine under conditions where the temperature outside the passenger compartment is low, such as in winter, and it is possible to effectively suppress the cold start of the internal combustion engine.

According to the internal combustion engine temperature control system of the seventh aspect of the present disclosure, the control device may perform the pre-warm-up process when the heating capacity of the heating unit is lower than the maximum capacity.

According to the internal combustion engine temperature control system of the eighth aspect of the present disclosure, the heating unit may be configured to generate heat by supplying power from the storage battery.

More specifically, according to the internal combustion engine temperature control system of the ninth aspect of the present disclosure, the heating unit compresses and discharges the refrigerant, the heat of the high-temperature and high-pressure refrigerant discharged from the compressor is blown air and cooled You may be comprised including the refrigerant | coolant thermal radiation part which can thermally radiate to at least one of water.

According to the internal combustion engine temperature control system of the tenth aspect of the present disclosure, the cooling water temperature raising unit is a cooling water side heat exchanger that radiates the heat of the cooling water to the blown air, and the refrigerant heat radiating unit has the refrigerant. It is a refrigerant side heat exchanger that radiates heat to the blown air, and the cooling water side heat exchanger and the refrigerant side heat exchanger are the refrigerant that flows through the cooling water and the refrigerant side heat exchanger that flow through the cooling water side heat exchanger. May be composed of a composite heat exchanger capable of exchanging heat with each other.

Thus, by adopting a combined heat exchanger that can exchange heat between three different fluids such as refrigerant, air, and cooling water, the system configuration of the internal combustion engine temperature control system can be simplified.

According to the internal combustion engine temperature control system of the eleventh aspect of the present disclosure, the cooling water side heat exchanger that radiates the heat of the cooling water to the blown air is provided, and the cooling water temperature rising unit is the water refrigerant heat that is the refrigerant heat radiating unit. You may comprise with an exchanger.

According to the internal combustion engine temperature adjustment system of the twelfth aspect of the present disclosure, the air conditioner is provided with an air inflow amount adjustment unit that adjusts an inflow amount of blown air flowing into the cooling water side heat exchanger, and the control device includes: When performing the pre-warm-up process, the air inflow amount adjustment unit may reduce the inflow amount of the blown air.

According to this, at the time of performing the pre-warm-up process, it is possible to suppress the heat that the cooling water has in the cooling water side heat exchanger from being radiated to the blown air, and to efficiently raise the temperature of the cooling water. be able to.

According to the internal combustion engine temperature control system of the thirteenth aspect of the present disclosure, the cooling water circulation circuit includes a main path configured to flow cooling water through a cooling water flow path formed inside the internal combustion engine, and a cooling water heating unit. And a sub-path configured to allow cooling water to flow therethrough.

Thus, if it is set as the structure which provides the sub path | route through which a cooling water flows in a cooling water temperature rising part, a cooling water can be heated up efficiently and it can suppress the cold start of an internal combustion engine effectively. It becomes possible.

According to the internal combustion engine temperature adjustment system of the fourteenth aspect of the present disclosure, the cooling water circulation circuit includes a first flow rate adjustment that adjusts the flow rate of the cooling water flowing through the cooling water flow path and the flow rate of the cooling water flowing through the cooling water heating unit. A part may be provided.

In this way, if the configuration is such that the flow rate of the cooling water flowing through the cooling water flow path and the flow rate of the cooling water flowing through the cooling water heating unit can be adjusted, the cooling water of the internal combustion engine can be efficiently heated. It becomes.

For example, according to the internal combustion engine temperature control system of the fifteenth aspect of the present disclosure, the sub path is provided with a second cooling water circulation device for circulating the cooling water.

According to this, it becomes possible to circulate the cooling water in the sub-path only by operating the second cooling water circulation device without operating the first cooling water circulation device.

According to the internal combustion engine temperature control system of the sixteenth aspect of the present disclosure, the sub path may be provided with a heat storage unit for storing heat of the cooling water. In this case, the heat of the cooling water heated by the cooling water temperature raising unit can be efficiently stored.

According to the internal combustion engine temperature control system of the seventeenth aspect of the present disclosure, the heat of the cooling water may be stored in the heat storage section when the heating capacity of the heating section is lower than the maximum capacity. According to this, when there is a surplus in the heating capacity of the heating unit, the cold start of the internal combustion engine is effectively performed by storing the heat of the cooling water heated in the cooling water heating unit in the heat storage unit Can be suppressed.

According to the internal combustion engine temperature control system of the eighteenth aspect of the present disclosure, the internal combustion engine has a block side flow path for cooling the cylinder block and a head side flow for cooling the cylinder head as a cooling water flow path. A path is formed, and the cooling water circulation circuit may be provided with a second flow rate adjusting unit that adjusts the flow rate of the cooling water flowing in the block side flow path and the flow rate of the cooling water flowing in the head side flow path.

According to this, since it is possible to preferentially warm up the cylinder head having a high effect of reducing the discharge of HC and the like, it becomes possible to suppress the discharge of HC and the like when starting the internal combustion engine.

1 is an overall configuration diagram of an internal combustion engine temperature adjustment system according to a first embodiment. (A), (b), (c) is the schematic explaining operation | movement of an air conditioner etc. when external temperature becomes low temperature. (A), (b), (c) is the schematic explaining operation | movement of an air conditioner etc. when external temperature becomes medium temperature. (A), (b), (c) is the schematic explaining operation | movement of an air conditioner etc. when external temperature becomes high temperature. It is a flowchart which shows the flow of the control processing which the control apparatus which concerns on 1st Embodiment performs. It is a timing chart for demonstrating the start timing of the pre warming-up process which concerns on 1st Embodiment. It is a flowchart which shows the flow of the control processing which the control apparatus which concerns on 2nd Embodiment performs. It is a timing chart for demonstrating the start timing of the pre warming-up process which concerns on 2nd Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 3rd Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 3rd Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 4th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 4th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 5th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 5th Embodiment. It is a whole block diagram of the modification of the internal combustion engine temperature control system of 5th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on the modification of 5th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 6th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 6th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 7th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 7th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 8th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 8th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 9th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 9th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 10th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on 10th Embodiment. It is a whole block diagram of the modification of the internal combustion engine temperature control system of 10th Embodiment. (A), (b) is the schematic explaining the flow of the cooling water at the time of the pre warming-up process which concerns on the modification of 10th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 11th Embodiment. It is a whole block diagram of the internal combustion engine temperature control system which concerns on 12th Embodiment. It is a whole block diagram which shows the modification of the internal combustion engine temperature control system which concerns on 12th Embodiment. It is a whole block diagram which shows the modification of the internal combustion engine temperature control system which concerns on 12th Embodiment. It is a whole block diagram which shows the modification of the internal combustion engine temperature control system which concerns on 13th Embodiment. It is a whole block diagram which shows the modification of the internal combustion engine temperature control system which concerns on 13th Embodiment. It is a whole block diagram which shows the modification of the internal combustion engine temperature control system which concerns on 13th Embodiment.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments, portions that are the same or equivalent to each other are given the same reference numerals in the drawings, and redundant descriptions of the portions are omitted.

(First embodiment)
A first embodiment of the present disclosure will be described based on FIGS. 1 to 6. In the present embodiment, the internal combustion engine temperature adjustment system of the present disclosure is applied to a hybrid vehicle that obtains driving force for vehicle travel from the water-cooled engine (internal combustion engine) 10 and the travel electric motor MG.

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge a battery (storage battery) BT mounted on the vehicle with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

In this plug-in hybrid vehicle, when the remaining capacity SOC of the battery BT is equal to or greater than a predetermined traveling lower limit capacity (first reference capacity) as at the start of traveling, the driving force output by the traveling electric motor MG is output. It becomes an operation mode (EV traveling) in which the vehicle can travel by itself.

On the other hand, when the remaining capacity SOC of the battery BT becomes lower than the travel lower limit capacity during traveling of the vehicle, an operation mode (HV traveling) is enabled in which the vehicle can travel mainly by the driving force output by the engine 10. The HV traveling is an operation mode in which the vehicle travels mainly by the driving force output from the engine 10, but when the vehicle traveling load becomes high, the traveling electric motor is activated to assist the engine 10. .

In the plug-in hybrid vehicle of the present embodiment, the fuel consumption of the engine 10 is suppressed with respect to a normal vehicle that obtains the driving force for vehicle traveling only from the engine 10 by switching between EV traveling and HV traveling in this way. This improves vehicle fuel efficiency.

Next, the internal combustion engine temperature control system will be described. The internal combustion engine temperature adjustment system adjusts the temperature of the engine 10 by circulating cooling water through cooling

water passages

11 a and 12 a formed inside the engine 10. This cooling water is used as a temperature adjusting medium for adjusting the temperature of the engine 10 and also as a heating medium for blown air to be blown into the vehicle interior in the air conditioner 5 described later. In addition, as cooling water, ethylene glycol aqueous solution etc. are employable, for example.

First, the engine 10 will be described. In the present embodiment, a gasoline engine having a cylinder block 11 and a cylinder head 12 is employed as the engine 10. Further, an exhaust purification device (not shown) configured to include a catalyst for purifying exhaust gas is provided in the exhaust path of the engine 10. This exhaust purification device adsorbs HC and the like discharged at the cold start.

The cylinder block 11 forms a cylinder bore in which a piston reciprocates, and a metal block body provided with a crankcase that houses a crankshaft and a connecting rod that connects the piston and the crankshaft, etc., below the cylinder bore in a vehicle-mounted state. It is. The cylinder head 12 is a metal block body that closes the top dead center side opening of the cylinder bore and forms a combustion chamber together with the cylinder bore and the piston.

Furthermore, in the engine 10, when the cylinder block 11 and the cylinder head 12 are assembled together, the block-side flow path 11 a that circulates cooling water for cooling the cylinder block 11 and cooling for cooling the cylinder head 12. A head-side flow path 12a through which water flows is formed.

In this embodiment, an inflow port 10a for allowing cooling water to flow into the engine 10 is provided in the cylinder block 11, and an outflow port 10b for allowing cooling water to flow out of the engine 10 is provided in the cylinder head 12. The cooling water flows from the inflow port 10a to the block side flow path 11a, the head side flow path 12a, and the outflow port 10b.

Next, the detailed configuration of the internal combustion engine temperature adjustment system of the present embodiment will be described. As shown in the overall configuration diagram of FIG. 1, the internal combustion engine temperature adjustment system includes a cooling water circulation circuit 20 through which cooling water of the engine 10 circulates, an engine control device 100a (ENGINE ECU), and an air conditioning control device 100b (A / C ECU). The control apparatus 100 which consists of these is provided.

The cooling water circulation circuit 20 is provided with a main pump 21 as a first cooling water circulation device for circulating the cooling water in the circuit. The main pump 21 of the present embodiment is configured by an electric water pump that drives an impeller disposed in a casing forming a pump chamber by an electric motor. The rotation speed (cooling water pumping ability) of this electric motor is controlled by a control voltage output from an engine control device 100a described later.

The cooling water discharge side of the main pump 21 is connected to the inflow port 10a of the engine 10, and the cooling water discharged from the main pump 21 is supplied to the cooling

water flow paths

11a and 12a inside the engine 10.

The radiator 24 and the heater core 54a are connected to the outflow port 10b of the engine 10 through a branch portion that branches the flow of the cooling water.

The radiator 24 is disposed in the engine room, and heat-exchanges the cooling water that has flowed out of the engine 10 with the outside air (outside air) blown from the outdoor blower fan 24a to radiate the heat of the cooling water to the outside air. It is a heat exchanger for heat dissipation. The outlet side of the radiator 24 is connected to the suction side of the main pump 21.

The heater core 54a is a heating heat exchanger that heats the blown air by dissipating the heat of the cooling water flowing out from the engine 10 to the blown air blown into the vehicle interior. The outlet side of the heater core 54 a is connected to the suction side of the main pump 21. More specifically, the heater core 54a is disposed in the casing 51 of the indoor air conditioning unit 50 that forms an air passage for the blown air in the air conditioner 5 described later.

In the present embodiment, the heater core 54a and the indoor condenser 54b of the heat pump cycle 60 to be described later are configured as a composite heat exchanger 54 capable of exchanging heat between the cooling water flowing inside and the refrigerant flowing through the indoor condenser 54b. ing. Therefore, the heater core 54a of the present embodiment constitutes a cooling water side heat exchanger that radiates the heat of the cooling water to the blown air, and also cools the cooling water by radiating the heat of the refrigerant to the cooling water. Functions as a water temperature riser.

Such a composite heat exchanger 54 has, for example, a configuration in which a tube through which cooling water flows in the heater core 54a and a tube through which refrigerant flows in the indoor condenser 54b are in direct contact, and each tube is transferred to an outer fin or the like. It is realizable by setting it as the structure made to contact indirectly through a thermal member.

Further, the cooling water circulation circuit 20 has a bypass passage 25 for flowing cooling water around the radiator 24, a thermostat 26 for switching between a circuit for flowing cooling water to the radiator 24 side and a circuit for flowing cooling water to the bypass passage 25 side. Is provided.

The thermostat 26 is a cooling water temperature responsive valve configured by a mechanical mechanism that opens and closes the cooling water flow path by displacing the valve body by a thermo wax (temperature sensitive member) that changes in volume according to temperature. When the temperature of the cooling water on the suction side of the main pump 21 falls below a reference temperature (for example, 65 ° C.), the thermostat 26 of the present embodiment switches to a circuit that allows the cooling water to flow to the bypass passage 25 side. The circuit is configured to switch to a circuit for flowing cooling water to the radiator 24 side.

Next, the air conditioner 5 of this embodiment will be described. The air conditioner 5 of the present embodiment includes an indoor air conditioning unit 50, a heat pump cycle 60 that constitutes a heating unit in the air conditioner 5, and the like.

The indoor air-conditioning unit 50 is disposed inside the instrument panel at the foremost part of the vehicle interior, and houses the blower 52, the indoor evaporator 53, the indoor condenser 54b, the above-described heater core 54a, and the like in the above-described casing 51. is there.

The blower 52 is a blower that blows outside air or inside air (vehicle interior air) sucked into the casing 51 toward the vehicle interior. The blower 52 is an electric blower that drives a sirocco fan by an electric motor 52a, and the number of rotations (the amount of blown air) is controlled by a control voltage from the air conditioning control device 100b.

An indoor evaporator 53 is disposed on the downstream side of the air flow of the blower 52. The indoor evaporator 53 functions as a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant circulating in the interior and the blown air from the blower 52.

On the downstream side of the air flow of the indoor evaporator 53 in the casing 51, an indoor condenser 54b and a heater core 54a are disposed, and a cold air bypass passage 55 is formed to flow air around the indoor condenser 54b and the heater core 54a. Yes.

The indoor condenser 54b functions as a heat exchanger for heating that heats the blown air, as well as constituting a refrigerant-side heat exchanger that exchanges heat between the refrigerant flowing through the indoor condenser 54 and the air that has passed through the indoor evaporator 53. As described above, the indoor condenser 54b of the present embodiment constitutes the composite heat exchanger 54 together with the heater core 54a, and is configured to dissipate heat of the refrigerant to the cooling water.

The air that has passed through the indoor condenser 54b, the heater core 54a, and the air that has passed through the cold air bypass passage 55 are mixed in the mixing space in the casing 51, and then blown out into the vehicle interior via a blowout duct or the like. .

Here, an air mix door 56 is arranged between the indoor evaporator 53 in the casing 51, the composite heat exchanger 54 and the cold air bypass passage 55. The air mix door 56 functions as an air temperature adjusting unit that adjusts the mixing ratio of the cold air cooled by the indoor evaporator 53 and the hot air heated by the composite heat exchanger 54. In the present embodiment, the blower 52 and the air mix door 56 in the indoor air conditioning unit 50 constitute an air inflow amount adjusting unit that adjusts the inflow amount of the blown air flowing into the heater core 54a.

The air mix door 56 is driven by an electric actuator for the air mix door, and the operation of this electric actuator is controlled by a control signal output from an air conditioning control device 100b described later.

Subsequently, the heat pump cycle 60 of the air conditioner 5 will be described. The heat pump cycle 60 is a vapor compression refrigeration cycle including a compressor 61, the above-described indoor condenser 54b, the outdoor heat exchanger 62, an expansion valve 63, the above-described indoor evaporator 53, an accumulator 64, and the like. .

The compressor 61 is disposed in the engine room, sucks refrigerant in the heat pump cycle 60, compresses and discharges it, and is configured as an electric compressor that drives a compression mechanism with a fixed discharge capacity by an electric motor. Has been. The operation (rotation speed) of the electric motor is controlled by a control signal output from the air conditioning control device 100b described later.

The outdoor heat exchanger 62 is disposed in the engine room together with the radiator 24, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the outdoor fan 24a. It condenses the discharged refrigerant.

The expansion valve 63 is a decompression device that decompresses and expands the refrigerant flowing out of the outdoor heat exchanger 62. The accumulator 64 gas-liquid separates the refrigerant flowing out of the indoor evaporator 53, stores the gas-liquid separated liquid-phase refrigerant as an excess refrigerant, and flows only the gas-phase refrigerant to the suction side of the compressor 61.

The heat pump cycle 60 of the present embodiment is basically configured to operate by supplying power from the battery BT. For this reason, the heat radiated to the blown air or the cooling water in the indoor condenser 54b is generated by the power supply from the battery BT.

Next, a control device (control device) 100 that controls the operation of the engine 10 and the air conditioner 5 will be described. The control device 100 according to the present embodiment includes an engine control device 100a that controls the operation of the engine 10 and the like, and an air conditioning control device 100b that controls the operation of the air conditioning device 5.

Each

control device

100a, 100b includes a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and its peripheral circuits. Then, various operations and processes are performed based on the control program stored in the ROM, and the operation of various devices connected to the output side is controlled.

Specifically, a starter for starting the engine 10, a drive circuit for a fuel injection valve (injector) that supplies fuel to the engine 10, an electric motor for the main pump 21, and the like are connected to the output side of the engine control device 100a. Yes.

On the other hand, on the input side of the engine control device 100a, an engine speed sensor that detects the engine speed Ne, a vehicle speed sensor that detects the vehicle speed Vv, and a thermistor as a temperature detection unit that detects the temperature of the coolant that has flowed out of the engine 10 A sensor group 22 for controlling the engine, a battery capacity detecting unit for detecting the remaining capacity SOC of the battery BT, and the like are connected.

Further, the electric actuator of the air mix door 56, the blower 52, various components constituting the heat pump cycle 60, and the like are connected to the output side of the air conditioning control device 100b.

On the other hand, on the input side of the air-conditioning control apparatus 100b, an inside air sensor that detects a vehicle interior temperature Tr, an outside air temperature sensor that detects an outside air temperature (a vehicle exterior temperature) Tam, a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior, A sensor group for air conditioning control such as an evaporator temperature sensor for detecting the temperature of air blown out from the evaporator 53 (refrigerant evaporation temperature) Te is connected.

Furthermore, an operation panel arranged in the passenger compartment is connected to the input side of the air conditioning control device 100b. The operation panel is provided with an operation switch of the air conditioner 5, a temperature setting switch in the passenger compartment, and the like.

Note that the engine control device 100a and the air conditioning control device 100b of the present embodiment are configured to be electrically connected to each other so as to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. Therefore, the engine control device 100a and the air conditioning control device 100b may be integrally configured as one control device.

Next, the operation of this embodiment in the above configuration will be described. First, an operation example of the engine 10 will be described. When the vehicle start switch is turned on and the vehicle is started, the engine control device 100a reads the detection signals of various engine control sensor groups connected to the input side at every predetermined control cycle, and the remaining capacity SOC of the battery BT. Based on the read detection value, the traveling load of the vehicle is detected. Further, the engine 10 is operated or stopped according to the detected traveling load.

The engine control apparatus 100a of the present embodiment realizes EV traveling that travels by obtaining driving force from the traveling electric motor MG and stopping the engine 10 at least until the remaining capacity SOC of the battery BT falls below the traveling lower limit capacity. . On the other hand, when the remaining capacity SOC of battery BT falls below the traveling lower limit capacity, engine control device 100a realizes HV traveling that operates by obtaining driving force from both engine 10 and the traveling electric motor by operating engine 10. .

Next, an operation example of the air conditioner 5 will be described. When the operation switch of the air conditioner is turned on with the vehicle start switch turned on, the air conditioner control device 100b reads the detection signal of the above-described sensor group for air conditioning control and the operation signal of the operation panel. And the target blowing temperature TAO which is the target temperature of the air which blows off into a vehicle interior is calculated based on the value of a detection signal and an operation signal.

Specifically, this target blowing temperature TAO is calculated by the following formula 1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor, Tam is the outside air temperature detected by the outside air sensor, and Ts is detected by the solar radiation sensor. Is the amount of solar radiation. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

Furthermore, the air conditioning control device 100b determines the operating states of the various air conditioning control devices connected to the output side of the air conditioning control device 100b based on the calculated target blowing temperature TAO and the sensor group detection signal.

For example, with respect to the target air flow rate of the blower 52, that is, the control voltage output to the electric motor 52a of the blower 52, the target blowout is performed by referring to the control map stored in the air conditioning control device 100b in advance based on the target blowout temperature TAO or the like. The temperature TAO is determined so as to be higher at the high temperature and at the low temperature than at the intermediate temperature.

The control signal output to the servo motor of the air mix door 56 is blown into the vehicle interior using the target blow temperature TAO, the detected value of the blown air temperature Te from the indoor evaporator 53 and the detected value of the thermistor 22. The air temperature is determined so as to be a passenger's desired temperature set by the vehicle interior temperature setting switch.

Then, the air conditioning control device 100b outputs the determined control voltage and control signal to various air conditioning control devices. Thereafter, until the operation panel is requested to stop the operation of the air conditioner 5, the above-described detection signal and operation signal are read at every predetermined control cycle → the target blowing temperature TAO is calculated → the operating states of various air conditioning control devices are determined → Control routines such as control voltage and control signal output are repeated.

Here, an example of the operation of the air conditioner 5 according to the change in the outside temperature Tam will be described with reference to FIGS. 2 to 4 indicate the flow of the refrigerant in the heat pump cycle 60.

First, when the outside air temperature Tam is low and the target outlet temperature TAO is high, such as in winter, the air conditioning control device 100b closes the cold air bypass passage 55 at the position of the air mix door 56 as shown in FIG. Set to closed position.

As a result, in the air conditioner 5, all of the air that has passed through the indoor evaporator 53 is heated when passing through the composite heat exchanger 54 including the indoor condenser 54b and the heater core 54a. Air is blown into the passenger compartment.

When the outside air temperature Tam is medium temperature and the target blowing temperature TAO is intermediate temperature, such as in spring or autumn, the air conditioning control device 100b sets the position of the air mix door 56 to the intermediate position as shown in FIG.

Thereby, in the air conditioner 5, a part of the air that has passed through the indoor evaporator 53 is heated when passing through the composite heat exchanger 54, and the remaining air that has passed through the indoor evaporator 53 is cooled by cold air. Passing through the bypass passage 55, air at an intermediate temperature is blown into the passenger compartment.

When the outside air temperature Tam is high and the target outlet temperature TAO is low, such as in summer, the air conditioning control device 100b opens the cold air bypass passage 55 at the position of the air mix door 56 as shown in FIG. Set to the fully open position.

As a result, in the air conditioner 5, all of the air that has passed through the indoor evaporator 53 passes through the cold air bypass passage 55 without passing through the composite heat exchanger 54, and low-temperature air is blown into the vehicle interior. The

Next, an operation example of the internal combustion engine temperature control system will be described. When the vehicle start switch is turned on and the vehicle is started, the engine control device 100a reads the detection signals of various sensor groups for engine control and the remaining capacity SOC of the battery BT, and the running state of the vehicle based on the read detection values. Is detected.

When the operation mode of the vehicle is HV traveling, the engine control device 100a operates the main pump 21 to adjust the temperature of the engine 10, and the cooling water is supplied to the cooling water flow path 11a inside the engine 10. , 12a. At this time, the thermostat 26 opens and closes according to the temperature detected by the thermistor 22, and the flow rate of the cooling water flowing through the radiator 24 or the bypass passage 25 is adjusted so that the temperature of the cooling water flowing into the engine 10 approaches the reference temperature.

On the other hand, since the engine 10 does not operate when the driving mode of the vehicle is EV traveling, the engine control device 100a basically stops the main pump 21 and adjusts the temperature of the engine 10. Not performed.

However, if the temperature of the engine 10 is not adjusted at all during EV traveling, the engine 10 may be cold-started when switching from EV traveling to HV traveling due to a decrease in the remaining capacity SOC of the battery BT. is there.

Therefore, in the internal combustion engine temperature adjustment system, before switching from EV traveling to HV traveling, the temperature of the cooling water is raised to a desired temperature (target temperature) using the heat pump cycle 60 as a heating source, and the engine 10 is warmed up. The pre-warm-up process is performed.

The target temperature of the cooling water in the pre-warm-up process is set within a temperature range of 40 ° C. + 5 to 10 ° C. (preferably 40 ° C.) at which the effect of reducing HC when starting the engine 10 is obtained. Note that the engine 10 is difficult to warm up with a decrease in the outside air temperature Tam. Therefore, the target temperature of the cooling water is preferably set to a high value in accordance with the decrease in the outside air temperature Tam.

In the pre-warm-up process of this embodiment, the heat generated by the heat pump cycle 60 constituting the air conditioner 5 is used, and the start timing of the pre-warm-up process is performed in order to suppress a decrease in the air-conditioning capacity of the air conditioner 5. Is determined according to the decrease state of the remaining capacity SOC of the battery BT. Details of this control process will be described with reference to the flowchart shown in FIG. FIG. 5 shows the flow of control processing executed by the control device 100.

As shown in FIG. 5, first, detection signals of various sensor groups, a remaining capacity SOC of the battery BT, and the like are read (S110). Then, an expected time tsoc required for the remaining capacity SOC of the battery BT to fall below a predetermined traveling lower limit capacity is calculated (S120). The expected time tsoc is calculated based on the degree of decrease in the remaining capacity SOC of the battery BT.

Specifically, the expected time tsoc can be calculated using the following formula F1.
tsoc = (SOCc−SOCcr) / (dSOC / dt) (F1)
However, SOCc is the current remaining capacity of the battery BT, SOCcr is the traveling lower limit capacity, and dSOC / dt indicates the degree of decrease in the remaining capacity SOC of the battery BT. The degree of decrease in remaining capacity SOC of battery BT can be calculated as the amount of change per unit time of remaining capacity SOC of battery BT. In Formula F1, since the expected time tsoc becomes infinitely large when the decrease degree of the remaining capacity SOC approaches zero, a lower limit is provided for the decrease degree.

Subsequently, the warm-up required time thu required to heat the cooling water to a desired temperature is calculated by the heat generated by the heat pump cycle 60 (S130). This warm-up required time tw is calculated according to the heating capacity for heating the blown air and the cooling water in the heat pump cycle 60.

Specifically, the required warm-up time tw can be calculated using the following formula F2.
thu = {(Twt−Two) × Vw × Cp × ρ} / Qw (F2)
However, Twt is the target temperature of the cooling water in the pre-warm-up process, Two is the initial temperature of the cooling water when the vehicle is started, and Vw is the cooling in the circuit circulating through the main pump 21 → the engine 10 → the heater core 54a in the cooling water circuit The capacity of water, Cp is the specific heat of the cooling water, ρ is the density of the cooling water, and Qw is the amount of heat received by the cooling water from the heat pump cycle 60 per unit time.

Here, the amount of heat received Qw can be calculated based on the amount of heat obtained by removing the amount of heat received by the blown air (the amount of requested heating) from the maximum amount of heat (maximum capacity) that can be generated by the heat pump cycle 60. . In Formula F2, since the warm-up required time twu becomes infinitely large when the heat reception amount Qw approaches zero, the lower limit heat amount is provided for the heat reception amount Qw.

Subsequently, it is determined whether or not the expected time tsoc calculated in step S120 is equal to or shorter than the required warm-up time twu calculated in step S130 (S140). As a result, when it is determined that the expected time tsoc is equal to or less than the required warm-up time twu (S140: YES), pre-warm-up processing is executed (S150), and it is determined that the expected time tsoc is longer than the required warm-up time twu. If so (S140: NO), the process returns to step S110.

That is, in this embodiment, as shown in the timing chart of FIG. 6, the timing at which the expected time is equal to or shorter than the warm-up required time is set as the start timing of the pre-warm-up process. For this reason, when the remaining capacity SOC of the battery BT falls below the traveling lower limit capacity and the vehicle operation mode is switched from EV traveling to HV traveling, the temperature of the cooling water can be raised to the target temperature. Therefore, the cold start of the engine 10 can be suppressed.

Here, during EV travel, the engine control device 100a stops the main pump 21 until the pre-warm-up process is started (see FIGS. 2A to 4A). That is, the heat generated in the heat pump cycle 60 is used to heat the blown air.

On the other hand, during EV travel, after pre-warming-up is started, the engine control device 100a operates the main pump 21 (see FIGS. 2 (b) to 4 (b)). Thus, the cooling water is heated by the heat of the refrigerant in the composite heat exchanger 54 in the indoor air conditioning unit 50. The cooling water whose temperature has been raised by the composite heat exchanger 54 is supplied to the cooling

water passages

11a and 12a of the engine 10, and the engine 10 is warmed up.

At this time, in the air conditioning control device 100b, in order to promote heat exchange between the refrigerant and the cooling water in the composite heat exchanger 54, the blower is configured so that the inflow amount of blown air flowing into the composite heat exchanger 54 is reduced. 52 and the air mix door 56 are controlled.

Thereafter, when the remaining capacity SOC of the battery BT falls below the traveling lower limit capacity and the EV traveling is switched to the HV traveling, the engine control device 100a controls the main pump 21 so that the temperature of the engine 10 is maintained at a desired temperature. The operation is controlled (see FIGS. 2C to 4C).

In the present embodiment described above, the cooling water of the engine 10 is heated by the heat generated by the heat pump cycle 60 before the operation of the engine 10 due to the decrease in the remaining capacity SOC of the battery BT. For this reason, in the hybrid vehicle in which the engine 10 is started and stopped irregularly, the cold start of the engine 10 can be suppressed. As a result, emission of HC and the like at the start of the engine 10 can be suppressed, and an increase in the catalyst of the exhaust purification device can be suppressed. Therefore, it is possible to suppress an increase in the size of the exhaust purification device.

Further, in the present embodiment, based on the relationship between the expected time tsoc predicted from the degree of decrease in the remaining capacity SOC of the battery BT and the required warm-up time twu required for the temperature rise of the cooling water in the pre-warm-up process, The start timing of the warm-up process is determined. Thus, the cold start of the engine 10 can be suppressed by adjusting the temperature of the blown air in the air conditioner 5 and heating the cooling water at an appropriate timing.

At this time, if the target temperature of the cooling water in the pre-warm-up process is set to a high value in accordance with the decrease in the outside air temperature Tam, the cooling water for the engine 10 is appropriately used under conditions where the outside air temperature Tam is low such as in winter. It is possible to effectively suppress the cold start of the engine 10 by raising the temperature.

Further, in the present embodiment, when the pre-warm-up process is executed, the amount of blown air flowing into the composite heat exchanger 54 is reduced. Heat exchange can be promoted, and the cooling water can be efficiently heated.

(Second Embodiment)
Next, a second embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the start timing of the pre warming-up process with respect to 1st Embodiment. The start timing of the pre-warming-up process according to this embodiment will be described with reference to the flowchart in FIG. 7 and the timing chart in FIG.

As shown in FIG. 7, the detection signals of the various sensor groups, the remaining capacity SOC of the battery BT, etc. are read (S110), and then the remaining capacity SOC of the battery BT is below the determination reference capacity (second reference capacity). Is determined (S160). The determination reference capacity is a threshold value set in advance in consideration of the warm-up required time, and is set in advance at a capacity higher than the traveling lower limit capacity.

As a result, when it is determined that the remaining capacity SOC of the battery BT is lower than the determination reference capacity (S160: YES), a pre-warm-up process is executed (S150), and the remaining capacity SOC reaches the determination reference capacity. If it is determined that it is not lower (S160: NO), the process returns to step S110.

That is, in this embodiment, as shown in the timing chart of FIG. 8, the timing when the remaining capacity SOC of the battery BT falls below the determination reference capacity is set as the start timing of the pre-warming-up process.

Thereby, when the remaining capacity SOC of the battery BT falls below the traveling lower limit capacity and the vehicle operation mode is switched from EV traveling to HV traveling, the temperature of the cooling water can be raised to the target temperature. Therefore, in the present embodiment, there is an effect that the cold start of the engine 10 can be suppressed as in the first embodiment.

(Third embodiment)
Next, a third embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 1st Embodiment. The circuit configuration of the cooling water circulation circuit 20 of the present embodiment will be described with reference to the overall configuration diagram of FIG.

In the present embodiment, in the cooling water circulation circuit 20, the first sub bypass passage 28 that bypasses the cooling

water flow paths

11a and 12a of the engine 10 on the discharge side of the main pump 21 and is connected to the cooling water inlet side of the heater core 54a is provided. Is provided. A first electromagnetic valve 27 is provided at a connection portion connecting the discharge side of the main pump 21 and the first sub-bypass passage 28.

The first solenoid valve 27 adjusts the flow rate of the cooling water flowing through the heater core 54a via the cooling

water flow channels

11a and 12a of the engine 10 and the flow rate of the cooling water flowing through the heater core 54a without passing through the cooling

water flow channels

11a and 12a. Functions as a first flow rate adjusting unit.

A path for flowing cooling water to the cooling

water flow paths

11a and 12a inside the engine 10 constitutes the main path 20a, and a path for flowing cooling water to the heater core 54a via the first sub bypass path 28 constitutes the sub path 20b. ing.

Specifically, the main path 20a is a path in which the cooling water discharged from the main pump 21 flows in the order of the cooling

water flow paths

11a, 12a → the radiator 24 or the bypass path 25, and the path in which the engine 10 → the heater core 54a flows in this order. It has become. The sub path 20b is a path through which the cooling water discharged from the main pump 21 flows in the order of the first sub bypass path 28 → the heater core 54a.

In the present embodiment, a check that restricts the flow of the cooling water in one direction between the bypass passage 25 of the cooling water circulation circuit 20 and the cooling

water flow paths

11a and 12a of the engine 10 and the inlet side of the heater core 54a.

Valves

25a and 29 are arranged.

Subsequently, an operation example during the pre-warming process according to the present embodiment will be described. The engine control device 100a controls the operation of the first electromagnetic valve 27 so that all of the cooling water discharged from the main pump 21 flows through the first sub-bypass passage 28 in the first half step of the pre-warming-up process.

Thereby, as shown in FIG. 10A, the cooling water discharged from the main pump 21 circulates in the sub-path 20b. As described above, since the sub path 20b does not flow into the cooling

water flow paths

11a and 12a of the engine 10, the capacity of the cooling water circulating through the sub path 20b is reduced. For this reason, in the first half step of the pre-warm-up process, the temperature of the cooling water can be raised in a short time.

Then, in the second half step of the pre-warming-up process, the engine control device 100a closes the first sub-bypass passage 28, and all the cooling water discharged from the main pump 21 passes through the cooling

water passages

11a, 12a of the engine 10. The operation of the first electromagnetic valve 27 is controlled to flow. As a result, as shown in FIG. 10B, the cooling water discharged from the main pump 21 circulates in the main path 20a, and the engine 10 is warmed up.

Note that switching from the first half step to the second half step of the pre-warm-up process is performed when the temperature of the cooling water sucked into the main pump 21 rises to a predetermined temperature, or after a predetermined time has elapsed since the start of the pre-warm-up process. Just do it.

According to the present embodiment described above, the following functions and effects are provided in addition to the functions and effects described in the first embodiment. That is, in this embodiment, the sub-path 20b is provided to flow the cooling water discharged from the main pump 21 to the heater core 54a without flowing to the cooling

water flow paths

11a and 12a of the engine 10. Thereby, it becomes possible to raise the temperature of the cooling water in a short time in the pre-warm-up process.

Further, the first electromagnetic valve 27 can adjust the flow rate of the cooling water flowing through the cooling

water flow paths

11a and 12a of the engine 10 and the flow rate of the cooling water flowing through the heater core 54a. It is possible to increase the temperature efficiently.

In the present embodiment, the path through which the cooling water flows in the cooling water circulation circuit 20 is switched by the first electromagnetic valve 27. However, the path is not limited to the first electromagnetic valve 27. For example, the path is switched by using a thermostat. Also good. For example, the thermostat switches to the sub path 20b when the temperature of the cooling water on the suction side of the main pump 21 becomes lower than a predetermined temperature, and changes to the main path 20a when the temperature of the cooling water on the suction side of the main pump 21 becomes equal to or higher than the predetermined temperature. It may be configured to switch to. The same applies to the following embodiments.

(Fourth embodiment)
Next, a fourth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 3rd Embodiment. The circuit configuration of the coolant circulation circuit 20 of the present embodiment will be described with reference to the overall configuration diagram of FIG.

In this embodiment, as shown in FIG. 11, a heat storage tank (heat storage unit) 30 that stores cooling water heated by the heater core 54 a is disposed on the outlet side of the heater core 54 a in the cooling water circulation circuit 20. The heat storage tank 30 functions as a heat storage unit that stores heat of the cooling water heated by the heater core 54a.

Subsequently, an operation example of the internal combustion engine temperature adjustment system according to the present embodiment will be described. When the heating load of the air conditioner 5 is low and the heating capacity of the air conditioner 5 has a margin before and after the pre-warm-up process, the engine control device 100a receives all of the cooling water discharged from the main pump 21 in the first sub The operation of the first electromagnetic valve 27 is controlled so as to flow through the bypass passage 28.

Thereby, the cooling water discharged from the main pump 21 circulates in the sub path 20b as shown in FIG. At this time, the cooling water heated by the heater core 54 a is stored in the heat storage tank 30.

When the pre-warm-up process is executed, the engine control device 100a closes the first sub-bypass passage 28 so that all the cooling water discharged from the main pump 21 is cooled by the cooling

water passages

11a, 12a of the engine 10. The operation of the first electromagnetic valve 27 is controlled so as to flow.

Thereby, as shown in FIG. 12B, the cooling water discharged from the main pump 21 circulates in the main path 20a, and the engine 10 is warmed up. At this time, since the cooling water stored in the heat storage tank 30 circulates in the main path 20a, the engine 10 can be warmed up in a short time. If a sufficient amount of heat is not stored in the heat storage tank 30 at the start of the pre-warming process, the cooling water discharged from the main pump 21 is circulated in the sub-path 20b to heat the cooling water. You may do it.

If the heat storage tank 30 is provided in the cooling water circulation circuit 20 as in the present embodiment, the heater core 54a can be used when the heating capacity of the heat pump cycle 60 has a margin in addition to the effects described in the second embodiment. The heat of the cooling water heated in can be stored.

Thereby, it is possible to shorten the time for raising the temperature of the cooling water in the pre-warm-up process, and it is possible to effectively suppress the cold start of the engine 10. Furthermore, if the cooling water heated during the previous vehicle travel is stored in the heat storage tank 30, the pre-warm-up process can be executed at the next vehicle travel start.

(Fifth embodiment)
Next, a fifth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 3rd Embodiment. The circuit configuration of the cooling water circulation circuit 20 of this embodiment will be described with reference to the overall configuration diagram of FIG.

As shown in FIG. 13, the cooling water circulation circuit 20 of this embodiment has a circuit configuration in which the cooling

water flow paths

11a and 12a of the engine 10 are not connected to the inlet side of the heater core 54a. For this reason, the main path 20a of the cooling water circulation circuit 20 of the present embodiment is a path in which the cooling water discharged from the main pump 21 flows in the order of the cooling

water flow paths

11a, 12a → the radiator 24 or the bypass passage 25.

Thereby, as shown in FIG. 14A, the cooling water discharged from the main pump 21 circulates in the sub-path 20b. For this reason, in the first half step of the pre-warm-up process, the temperature of the cooling water can be raised in a short time.

Then, the engine control apparatus 100a allows the cooling water discharged from the main pump 21 to flow in both the cooling

water flow paths

11a and 12a and the first sub-bypass path 28 of the engine 10 in the second half step of the pre-warming-up process. The operation of the first electromagnetic valve 27 is controlled. Accordingly, as shown in FIG. 14B, the cooling water discharged from the main pump 21 circulates in the main path 20a and the sub path 20b, and the engine 10 is warmed up.

According to the present embodiment, in addition to the operational effects described in the first and third embodiments, there is an operational effect that a pre-warm-up process can be realized with a simple circuit configuration of the cooling water circulation circuit 20.

In addition, as shown in FIG. 15, it is good also as a structure which provides the thermal storage tank 30 similar to 4th Embodiment with respect to the cooling water circulation circuit 20 of this embodiment. In this case, the engine control apparatus 100a allows the cooling water discharged from the main pump 21 to flow through the first sub-bypass passage 28 when the heating capacity of the air conditioner 5 is sufficient before and after the pre-warming-up process. Thus, the operation of the first electromagnetic valve 27 is controlled.

When the engine control apparatus 100a executes the pre-warm-up process, the cooling water discharged from the main pump 21 flows to both the cooling

water flow paths

11a and 12a and the first sub bypass passage 28 of the engine 10. The operation of the first electromagnetic valve 27 is controlled.

Thereby, as shown in FIG. 16B, the cooling water discharged from the main pump 21 circulates in the main path 20a and the sub path 20b, and the engine 10 is warmed up.

With such a configuration, since the cooling water stored in the heat storage tank 30 circulates in the main path 20a, the engine 10 can be warmed up in a short time, and the engine 10 can be effectively started cold. Can be suppressed.

(Sixth embodiment)
Next, a sixth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 3rd Embodiment. The circuit configuration of the cooling water circulation circuit 20 of the present embodiment will be described with reference to the overall configuration diagram of FIG.

In this embodiment, the sub pump 31 is provided on the inlet side of the heater core 54a of the sub path 20b of the cooling water circulation circuit 20. The sub-pump 31 functions as a second cooling water circulation device that circulates the cooling water in the sub-path 20 b, and its basic configuration is constituted by a water pump, like the main pump 21. The sub pump 31 employs a water pump that has a smaller pump capacity (discharge capacity) and lower power consumption than the main pump 21.

The sub path 20b of the present embodiment is configured such that the cooling water discharged from the sub pump 31 flows in the order of the heater core 54a → the main pump 21 → the first sub bypass passage 28.

Subsequently, an operation example during the pre-warm-up process of the present embodiment will be described. The engine control apparatus 100a stops the main pump 21 and operates the sub pump 31 in the first half step of the pre-warming-up process. Further, as shown in FIG. 18A, the operation of the first electromagnetic valve 27 is controlled so that the cooling water discharged from the sub pump 31 circulates in the sub path 20b.

Thus, the temperature of the cooling water can be raised in a short time and the sub pump 31 that consumes less power than the main pump 21 is operated, so that the power consumption during the pre-warming process can be reduced.

On the other hand, the engine control device 100a operates the main pump 21 and stops the sub pump 31 in the latter half of the pre-warm-up process. Further, the operation of the first electromagnetic valve 27 is controlled so that the cooling water discharged from the main pump 21 flows through both the cooling

water flow paths

11 a and 12 a and the first sub bypass passage 28 of the engine 10. As a result, as shown in FIG. 18B, the cooling water discharged from the main pump 21 circulates in the main path 20a and the sub path 20b, and the engine 10 is warmed up. Note that the sub-pump 31 is stopped when the internal combustion engine temperature adjustment system is in operation other than the pre-warm-up process.

According to the present embodiment, in addition to the effects described in the first and third embodiments, it is possible to reduce power consumption during the pre-warm-up process.

(Seventh embodiment)
Next, a seventh embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 6th Embodiment. The circuit configuration of the cooling water circulation circuit 20 of this embodiment will be described with reference to the overall configuration diagram of FIG.

The coolant circulation circuit 20 of the present embodiment eliminates the first sub-bypass passage 28 and the first electromagnetic valve 27 in the sixth embodiment, while connecting the inlet side and the outlet side of the heater core 54a. 33, the second electromagnetic valve 32 is provided at the connection portion between the inlet side of the heater core 54a and the second sub-bypass passage 33.

As with the first solenoid valve 27, the second solenoid valve 32 includes a flow rate of coolant flowing through the

coolant cores

11a and 12a of the engine 10 to the heater core 54a and a heater core without passing through the

coolant channels

11a and 12a. It functions as a first flow rate adjusting unit that adjusts the flow rate of the cooling water flowing to 54a. The sub-path 20b of the present embodiment is a path through which the cooling water discharged from the sub-pump 31 flows in the order of the heater core 54a → the second sub-bypass path 33.

Subsequently, an operation example during the pre-warming process according to the present embodiment will be described. The engine control apparatus 100a stops the main pump 21 and operates the sub pump 31 in the first half step of the pre-warming-up process. Further, as shown in FIG. 20A, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the sub pump 31 circulates in the sub path 20b.

On the other hand, the engine control device 100a operates the main pump 21 and stops the sub pump 31 in the latter half of the pre-warm-up process. Further, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the main pump 21 circulates in the main path 20a. As a result, as shown in FIG. 20B, the cooling water discharged from the main pump 21 circulates in the main path 20a, and the engine 10 is warmed up.

Therefore, even when the second sub-bypass passage 33 and the second electromagnetic valve 32 are provided in the coolant circulation circuit 20 as in the present embodiment, the same operational effects as the configuration of the sixth embodiment can be achieved.

(Eighth embodiment)
Next, an eighth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 7th Embodiment. The circuit configuration of the coolant circulation circuit 20 of the present embodiment will be described with reference to the overall configuration diagram of FIG.

The cooling water circulation circuit 20 of the present embodiment is an on-off valve that opens and closes between the outflow port 10b of the engine 10, the radiator 24, and the bypass passage 25 at a branching portion that branches the flow of the cooling water on the outflow port 10b side of the engine 10. 34 is provided.

In the present embodiment, the sub pump 31 is configured such that the cooling water discharge direction of the sub pump 31 is opposite to that of the seventh embodiment, and the cooling

water flow paths

11a and 12a of the engine 10 and the heater core 54a. The check valve 29 between the inlet side and the inlet side is eliminated.

Subsequently, an operation example of the internal combustion engine temperature adjustment system according to the present embodiment will be described. When adjusting the temperature of the engine 10 before and after the pre-warm-up process, the engine control device 100a operates the main pump 21 and stops the sub pump 31 and opens the on-off valve 34. Further, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the main pump 21 flows from the engine 10 to the radiator 24 or the bypass passage 25 and from the engine 10 to the heater core 54a.

Further, when the pre-warm-up process is executed, the engine control device 100a stops the main pump 21 and operates the sub pump 31 to close the on-off valve 34. In the first half step of the pre-warm-up process, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the sub pump 31 flows in the order of the second sub bypass passage 33 → the heater core 54a. Thereby, the cooling water discharged from the sub pump 31 flows through the sub path 20b as shown in FIG. 22A, and the cooling water is heated by the heater core 54a.

Further, in the second half step of the pre-warm-up process, as shown in FIG. 22B, the second electromagnetic valve 32 is such that the cooling water discharged from the sub pump 31 flows in the order of the engine 10 → the main pump 21 → the heater core 54a. Control the operation of Thereby, the cooling water heated by the composite heat exchanger 54 is supplied to the cooling

water flow paths

11a and 12a of the engine 10, and the engine 10 is warmed up.

At this time, in the engine 10, the cooling water heated by the heater core 54a flows from the outflow port 10b → the head side channel 12a → the block side channel 11a → the inflow port 10a. For this reason, it is possible to preferentially warm up the cylinder head 12 having a high effect of reducing the discharge of HC and the like when the engine 10 is started.

According to the present embodiment, the same operational effects as the configuration of the seventh embodiment can be obtained, and the cylinder head 12 can be preferentially warmed up over the cylinder block 11, and the engine 10 can be started. Emissions of HC and the like can be effectively reduced.

(Ninth embodiment)
Next, a ninth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the circuit structure of the cooling water circulation circuit 20 with respect to 7th Embodiment. The circuit configuration of the cooling water circulation circuit 20 of this embodiment will be described with reference to the overall configuration diagram of FIG.

The cooling water circulation circuit 20 of the present embodiment has a configuration in which the sub pump 31 is disposed in the second sub bypass passage 33 and the heat storage tank 30 is disposed on the cooling water discharge side of the sub pump 31.

Subsequently, an operation example of the internal combustion engine temperature adjustment system according to the present embodiment will be described. The engine control device 100a stops the main pump 21 and activates the sub pump 31 when the heating load of the air conditioner 5 is low and the heating capacity of the air conditioner 5 is sufficient before and after the pre-warm-up process. Further, as shown in FIG. 24A, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the sub pump 31 circulates in the sub path 20b.

Thereby, the cooling water discharged from the sub pump 31 flows in the order of the heat storage tank 30 → the heater core 54a. At this time, the cooling water heated by the heater core 54 a is stored in the heat storage tank 30.

Then, the engine control device 100a operates the main pump 21 and stops the sub pump 31 when executing the pre-warming-up process. Further, as shown in FIG. 24 (b), the cooling water discharged from the main pump 21 flows in the order of the engine 10 → the radiator 24 or the bypass passage 25 and also flows in the order of the engine 10 → the sub pump 31 → the heat storage tank 30. The operation of the second electromagnetic valve 32 is controlled.

Thereby, the high-temperature cooling water stored in the heat storage tank 30 is discharged to the engine 10 side through the main pump 21, and the engine 10 is warmed up. If sufficient heat is not stored in the heat storage tank 30 at the start of the pre-warm-up process, the second solenoid valve is configured so that the cooling water discharged from the main pump 21 flows in the order of the engine 10 → the heater core 54a. The operation of 32 may be controlled so that the cooling water is heated by the heater core 54a.

If the heat storage tank 30 is provided in the cooling water circulation circuit 20 as in the present embodiment, the heater core 54a can be used when the heating capacity of the heat pump cycle 60 has a margin in addition to the effects described in the seventh embodiment. The heat of the cooling water heated in can be stored. Thereby, it is possible to shorten the time for raising the temperature of the cooling water in the pre-warm-up process, and it is possible to effectively suppress the cold start of the engine 10.

(10th Embodiment)
Next, a tenth embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the structure of the cooling

water flow paths

11a and 12a inside the engine 10 with respect to 7th Embodiment. The circuit configuration of the cooling

water passages

11a and 12a inside the engine 10 of this embodiment will be described with reference to the overall configuration diagram of FIG.

The engine 10 of the present embodiment is configured such that the cooling water flowing through the block side flow path 11a and the cooling water flowing through the head side flow path 12a flow out from

different outflow ports

10b and 10c. Specifically, in the engine 10 of the tenth embodiment, the cylinder head 12 is provided with a head side outflow port 10b through which cooling water flows out from the head side flow path 12a, and the cylinder block 11 is cooled from the block side flow path 11a. A block-side outflow port 10c through which water flows out is provided. Thereby, the cooling water flowing in from the inflow port 10a of the engine 10 flows from the head side flow path 12a to the head side outflow port 10b and from the block side flow path 11a to the block side outflow port 10c.

A cooling water outlet of the engine 10 is provided with a merging portion for merging the cooling water flowing out from the head-side outflow port 10b and the cooling water flowing out from the block-side outflow port 10c. An adjustment valve 35 is provided. The flow rate adjusting valve 35 functions as a second flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the block-side flow channel 11a and the flow rate of the cooling water flowing through the head-side flow channel 12a.

Subsequently, an operation example during the pre-warming process according to the present embodiment will be described. The engine control apparatus 100a stops the main pump 21 and operates the sub pump 31 in the first half step of the pre-warming-up process. Further, as shown in FIG. 26A, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the sub pump 31 circulates in the sub path 20b. Thereby, the cooling water is heated by the heater core 54a.

On the other hand, the engine control device 100a operates the main pump 21 and stops the sub pump 31 in the latter half of the pre-warm-up process. Further, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the main pump 21 circulates in the main path 20a.

Furthermore, the engine control device 100a controls the operation of the flow rate adjustment valve 35 so that the cooling water flows only through the head side flow path 12a inside the engine 10.

Thereby, as shown in FIG. 26 (b), the cooling water discharged from the main pump 21 circulates in the main path 20a, and the engine 10 is warmed up. At this time, in the engine 10, the cooling water heated by the heater core 54a flows from the inflow port 10a → the head side flow path 12a → the head side outflow port 10b, so that the cylinder head is highly effective in reducing the discharge of HC and the like. 12 can be warmed up preferentially.

According to the present embodiment, the same effects as the configuration of the seventh embodiment can be obtained, and the cylinder head 12 can be preferentially warmed up over the cylinder block 11, so that the engine 10 can be started. Emission of HC and the like in can be effectively reduced.

In the present embodiment, the example in which the flow rate adjustment valve 35 is operated so that the cooling water flows only to the head-side flow path 12a in the engine 10 in the latter half of the pre-warming process has been described. The flow rate adjustment valve 35 may be operated so that the cooling water flows through both the 12a and the block-side flow path 11a. In this case, the cylinder head 12 is warmed up more preferentially than the cylinder block 11 by operating the flow rate adjustment valve 35 so that the flow rate of the cooling water flowing through the head side flow channel 12a is greater than the block side flow channel 11a. can do.

In addition, as shown in FIG. 27, it is good also as a structure which provides the thermal storage tank 30 similarly to 9th Embodiment with respect to the cooling water circulation circuit 20 of this embodiment.

In this case, the engine control device 100a stops the main pump 21 and activates the sub pump 31 when the heating load of the air conditioner 5 is low and the heating capacity of the air conditioner 5 is sufficient before and after the pre-warm-up process. . Further, as shown in FIG. 28A, the operation of the second electromagnetic valve 32 is controlled so that the cooling water discharged from the sub pump 31 circulates in the sub path 20b. Thereby, the cooling water heated by the heater core 54 a is stored in the heat storage tank 30.

Then, the engine control device 100a operates the main pump 21 and stops the sub pump 31 when executing the pre-warming-up process. In addition, as shown in FIG. 28 (b), the cooling water discharged from the main pump 21 flows in the order of the engine 10 → the radiator 24 or the bypass passage 25 and also flows in the order of the engine 10 → the sub pump 31 → the heat storage tank 30. The operation of the second electromagnetic valve 32 is controlled. Thereby, the high-temperature cooling water stored in the heat storage tank 30 is discharged to the engine 10 side through the main pump 21, and the engine 10 is warmed up.

Thus, if it is set as the structure which provides the heat storage tank 30 in the cooling water circulation circuit 20, when there is room in the heating capability of the heat pump cycle 60, the heat which the cooling water heated by the heater core 54a can be stored. . Thereby, it is possible to shorten the time for raising the temperature of the cooling water in the pre-warm-up process, and it is possible to effectively suppress the cold start of the engine 10.

(Eleventh embodiment)
Next, an eleventh embodiment of the present disclosure will be described. This embodiment demonstrates the example which changed the cycle structure of the heat pump cycle 60 with respect to 1st Embodiment using the whole block diagram shown in FIG.

The heat pump cycle 60 of the present embodiment is configured such that heating, cooling, and dehumidifying heating in the passenger compartment can be realized by switching the refrigerant flow path.

Specifically, between the indoor condenser 54b and the outdoor heat exchanger 62 of the heat pump cycle 60, a first expansion valve 65 that depressurizes the refrigerant, and a high-pressure bypass that bypasses the first expansion valve 65 and flows the refrigerant. A high pressure side opening / closing valve 65b for opening and closing the passage 65a and the high pressure side bypass passage 65a is provided.

Further, between the outdoor heat exchanger 62 and the indoor evaporator 53 in the heat pump cycle 60, a second expansion valve 63 that depressurizes the refrigerant, a low-pressure bypass passage 63a that bypasses the second expansion valve 63 and flows the refrigerant, A low-pressure side opening / closing valve 63b that opens and closes the low-pressure side bypass passage 63a is provided.

Subsequently, the operation of the air conditioner 5 of the present embodiment will be described. The air conditioner 5 of the present embodiment is configured to be able to switch the operation mode to a cooling mode, a heating mode, and a dehumidifying heating mode in accordance with the target blowing temperature TAO or the like.

In the cooling mode, the air conditioning control device 100b opens the high-pressure side bypass passage 65a with the high-pressure side opening / closing valve 65b and closes the low-pressure side bypass passage 63a with the low-pressure side opening / closing valve 63b. In addition, the air conditioning control device 100b operates the compressor 61 and controls the servo motor of the air mix door 56 so that the position of the air mix door 56 becomes a fully open position where the cool air bypass passage 55 is fully opened.

In the dehumidifying and heating mode, the air conditioning control device 100b opens the high-pressure side bypass passage 65a with the high-pressure side on-off valve 65b and closes the low-pressure side bypass passage 63a with the low-pressure side on-off valve 63b. The air conditioning control device 100b operates the compressor 61 and controls the servo motor of the air mix door 56 so that the position of the air mix door 56 becomes an intermediate position.

Thereby, in the air conditioner 5, a part of the air dehumidified after passing through the indoor evaporator 53 is heated when passing through the composite heat exchanger 54, and the air that has passed through the indoor evaporator 53 is also heated. The remainder passes through the cold air bypass passage 55, and the dehumidified air is blown out into the passenger compartment.

In the heating mode, the air conditioning controller 100b closes the high-pressure side bypass passage 65a with the high-pressure side opening / closing valve 65b and opens the low-pressure side bypass passage 63a with the low-pressure side opening / closing valve 63b. In addition, the air conditioning controller 100b operates the compressor 61 and controls the servo motor of the air mix door 56 so that the position of the air mix door 56 becomes a closed position where the cold air bypass passage 55 is closed.

Thus, in the air conditioner 5, the blown air is not cooled by the indoor evaporator 53 but is heated when passing through the composite heat exchanger 54, and the heated high-temperature air is blown out into the vehicle interior. .

In the air conditioner 5 configured as described above, since the refrigerant discharged from the compressor 61 flows through the indoor condenser 54b in each mode, the heat of the refrigerant in the composite heat exchanger 54 (heat pump) The heat generated by the cycle 60) can be dissipated to the cooling water.

Therefore, according to the configuration of the present embodiment, similarly to the first embodiment, by performing the pre-warm-up process, the cooling water of the engine 10 is raised to suppress the cold start of the engine 10. Can do.

(Twelfth embodiment)
Next, a twelfth embodiment of the present disclosure will be described. In the embodiments described above, the heat of the refrigerant flowing through the heat pump cycle 60 is radiated to the cooling water via the composite heat exchanger 54 disposed in the casing 51 of the indoor air conditioning unit 50.

On the other hand, in the present embodiment, as shown in the overall configuration diagram of FIG. 30, water that radiates the heat of the refrigerant discharged from the compressor 61 to the cooling water outside the casing 51 of the indoor air conditioning unit 50. The refrigerant heat exchanger 57 is provided. The water-refrigerant heat exchanger 57 of the present embodiment constitutes a refrigerant heat dissipating part that dissipates the heat of the refrigerant, and also functions as a cooling water temperature raising part that raises the temperature of the cooling water.

In addition, the indoor air conditioning unit 50 of the present embodiment is connected to the outlet side of the water refrigerant heat exchanger 57, and radiates the heat of the cooling water heated by the water refrigerant heat exchanger 57 to the blown air. A heating heat exchanger 58 as a heat exchanger is arranged.

Even in such a configuration, the water refrigerant heat exchanger 57 can dissipate the heat of the refrigerant discharged from the compressor 61 (the heat generated by the heat pump cycle 60) to the cooling water.

Therefore, according to the configuration of the present embodiment, as in the above-described embodiments, the pre-warm-up process is executed to raise the temperature of the coolant of the engine 10 and suppress the cold start of the engine 10. be able to.

In contrast to the configuration of the present embodiment, as shown in the overall configuration diagram of FIG. 31, a configuration in which a passage opening / closing valve 36 is provided between the cooling water outflow port 10 b of the engine 10 and the water / refrigerant heat exchanger 57. It is good.

With such a configuration, for example, when the heating load of the air conditioner 5 is high, the passage opening / closing valve 36 is opened and the heat of the cooling water is radiated to the refrigerant by the water / refrigerant heat exchanger 57. it can. Therefore, it is possible to effectively use the waste heat of the engine 10 in the air conditioner 5.

32, the circuit configuration of the cooling water circulation circuit 20 is changed to a configuration in which the cooling water flowing through the bypass passage 25 flows from the water / refrigerant heat exchanger 57 to the heating heat exchanger 58. Also good. According to this, when the heating load of the air conditioner 5 is high, the heat of the cooling water heated by the engine 10 in the water / refrigerant heat exchanger 57 can be radiated to the refrigerant.

(13th Embodiment)
Next, a thirteenth embodiment of the present disclosure will be described. In the embodiments described above, the cooling water is heated by the heat generated by the heat pump cycle 60 in the pre-warming-up process.

On the other hand, in the present embodiment, as shown in the overall configuration diagram of FIG. 33, the cooling water circulation circuit 20 is provided with an electric heater 59 for heating the cooling water. The electric heater 59 is provided on the inlet side of a heating heat exchanger 58 that radiates heat of the cooling water to the blown air. The electric heater 59 of the present embodiment constitutes a heating unit for heating the blown air through the cooling water, and also functions as a cooling water temperature raising unit that raises the temperature of the cooling water.

In such a configuration, the temperature of the cooling water can be raised by the heat generated by the electric heater 59, so that the cooling water for the engine 10 can be reduced by performing the pre-warm-up process as in the above-described embodiments. It is possible to suppress the cold start of the engine 10 by raising the temperature.

It should be noted that the configuration of the present embodiment may be changed to a configuration in which a heat storage tank 30 for storing heat of the cooling water is provided on the outlet side of the heating heat exchanger 58 as shown in FIG. Furthermore, the configuration of the present embodiment may be a configuration in which an electric heater 59 is disposed in the heat storage tank 30 as shown in FIG.

(Other embodiments)
The embodiment of the present disclosure has been described above, but the present disclosure is not limited thereto, and can be variously modified as follows, for example.

(1) In the first embodiment described above, the expected time tsoc until the remaining capacity SOC of the battery BT falls below the traveling lower limit capacity is equal to or less than the required warm-up time twu required to raise the cooling water to the target temperature. The pre-warm-up process is started at the timing, but the present invention is not limited to this. For example, the pre-warm-up process may be started when the expected time tsoc becomes equal to or shorter than the time (twu + α) obtained by adding a predetermined reference time α to the warm-up required time twu.

(2) The pre-warm-up process described in each of the above-described embodiments uses heat generated by a heating unit such as the heat pump cycle 60 and the electric heater 59 constituting the heating unit of the air-conditioning device 5. When the heating load is high and the heating capacity of the heating unit of the air conditioner 5 is the maximum capacity, the pre-warm-up process may not be performed. In this case, when the heating capacity of the heating unit of the air conditioner 5 is below the maximum capacity, the pre-warm-up process is executed.

(3) In each of the above-described embodiments, the example in which the internal combustion engine temperature adjustment system is applied to a hybrid vehicle in which the engine 10 outputs a driving force for traveling has been described. You may apply to the hybrid vehicle which outputs the driving force for producing | generating the electric power stored in BT.

(4) The configurations described in the above embodiments can be combined as appropriate within a possible range.

Claims

Driving electric motor (MG) that outputs driving force for driving the vehicle by supplying power from the storage battery (BT) and driving force for driving the vehicle or driving force for generating electric power stored in the storage battery (BT) Is provided with a water-cooled internal combustion engine (10) that outputs only the driving force output by the electric motor (MG) for traveling until the remaining capacity (SOC) of the storage battery (BT) falls below a predetermined first reference capacity. An internal combustion engine temperature adjustment system that is applied to a hybrid vehicle capable of traveling and adjusts the temperature of the internal combustion engine (10) to a desired temperature.
A cooling water circulation circuit (20) through which the cooling water of the internal combustion engine (10) circulates;
A first cooling water circulation device (21) provided in the cooling water circulation circuit (20) for circulating the cooling water;
Cooling water temperature rise for raising the temperature of the cooling water of the internal combustion engine (10) using the heating units (59, 60) provided in the air conditioner (5) for adjusting the temperature of the blown air blown into the passenger compartment as a heating source Part (54a, 57),
A control device (100) for controlling the operation of the internal combustion engine (10) and the air conditioner (5),
The control device (100)
When at least the remaining capacity (SOC) of the storage battery (BT) falls below the first reference capacity, the internal combustion engine (10) is operated,
Furthermore, before the remaining capacity (SOC) of the storage battery is lower than the first reference capacity and when the remaining capacity (SOC) of the storage battery (BT) is reduced, the cooling water heating unit (54a) 57), the internal combustion engine temperature adjustment system for executing pre-warm-up processing for raising the temperature of the cooling water of the internal combustion engine (10).
2. The internal combustion engine temperature adjustment system according to claim 1, wherein the control device (100) determines the start timing of the pre-warming-up process based on at least a reduction state of a remaining capacity (SOC) of the storage battery (BT).
The said control apparatus (100) starts the said pre warming-up process, when the remaining capacity (SOC) of the said storage battery (BT) falls below the 2nd reference capacity larger than the said 1st reference capacity. The internal combustion engine temperature control system described.
The control device (100)
While calculating the expected time (tsoc) until the remaining capacity (SOC) of the storage battery (BT) falls below the first reference capacity from the degree of decrease in the remaining capacity (SOC) of the storage battery (BT),
When the pre-warming-up process is performed, the warming-up time (tw) required to raise the temperature of the cooling water to a desired target temperature in the heating unit (60) is calculated,
The internal combustion engine temperature control system according to claim 2, wherein the pre-warming-up process is started at least until the expected time (tsoc) falls below the warm-up required time (thu).
When the predicted time (tsoc) is equal to or less than a time (twu + α) obtained by adding a predetermined reference time (α) to the warm-up required time (twu), the control device (100) The internal combustion engine temperature control system according to claim 4, wherein pre-warm-up processing is started.
The internal combustion engine temperature adjustment system according to any one of claims 3 to 5, wherein the target temperature of the cooling water in the pre-warming-up process is set so as to increase as the temperature outside the passenger compartment decreases.
The internal combustion engine according to any one of claims 1 to 6, wherein the control device (100) performs a pre-warm-up process when a heating capacity of the heating unit (59, 60) is lower than a maximum capacity. Temperature control system.
The internal combustion engine temperature adjustment system according to any one of claims 1 to 7, wherein the heating unit (59, 60) generates heat by supplying power from the storage battery (BT).
The heating unit includes a compressor (61) that compresses and discharges the refrigerant, and a refrigerant heat radiating unit capable of radiating heat of the refrigerant discharged from the compressor (61) to at least one of the blown air and the cooling water. The internal combustion engine temperature control system according to any one of claims 1 to 8, wherein the heat pump cycle (60) includes (54b, 57).
The cooling water temperature raising unit is a cooling water side heat exchanger (54a) that radiates heat of the cooling water to the blown air.
The refrigerant heat radiating section is a refrigerant side heat exchanger (54b) that radiates heat of the refrigerant to the blown air.
The cooling water side heat exchanger (54a) and the refrigerant side heat exchanger (54b) flow through the cooling water flowing through the cooling water side heat exchanger (54a) and the refrigerant side heat exchanger (54b). The internal combustion engine temperature control system according to claim 9, wherein the refrigerant is composed of a composite heat exchanger capable of exchanging heat with each other.
A cooling water side heat exchanger (58) for radiating heat of the cooling water to the blown air;
10. The internal combustion engine temperature adjustment system according to claim 9, wherein the cooling water temperature raising unit is a water refrigerant heat exchanger (57) that radiates heat of the refrigerant to the cooling water, and also functions as the refrigerant heat radiating unit. .
The air conditioner (5) is provided with an air inflow amount adjusting unit (52, 56) for adjusting an inflow amount of the blown air flowing into the cooling water side heat exchanger (54a, 58),
The internal combustion engine according to claim 10 or 11, wherein the control device (100) reduces the inflow amount of the blown air by the air inflow amount adjusting unit (52, 56) when the pre-warming-up process is executed. Engine temperature control system.
The cooling water circulation circuit (20) includes a main path (20a) configured to allow the cooling water to flow through cooling water passages (11a, 12a) formed in the internal combustion engine (10), and the cooling water. The internal combustion engine temperature regulation system according to any one of claims 9 to 12, further comprising: a sub-path (20b) configured to allow the cooling water to flow through a temperature raising section (54a, 57).
The cooling water circulation circuit (20) adjusts the flow rate of the cooling water flowing through the cooling water flow path (11a, 12a) and the flow rate of the cooling water flowing through the cooling water temperature raising unit (54a, 57). The internal combustion engine temperature adjustment system according to claim 13, wherein one flow rate adjustment section (27, 32) is provided.
The internal combustion engine temperature control system according to claim 13 or 14, wherein a second cooling water circulation device (31) for circulating the cooling water is provided in the sub-path (20b).
The internal combustion engine temperature control system according to any one of claims 13 to 15, wherein the sub path (20b) is provided with a heat storage section (30) for storing heat of the cooling water.
The internal combustion engine temperature control system according to claim 16, wherein the heat stored in the cooling water is stored in the heat storage section (30) when the heating capacity of the heating section (59, 60) is lower than the maximum capacity. .
In the internal combustion engine (10), as the cooling water flow path (11a, 12a), a block side flow path (11a) for cooling the cylinder block (11) and a cylinder head (12) are cooled. Head side flow path (12a) is formed,
The cooling water circulation circuit (10) includes a second flow rate adjusting unit (35) that adjusts the flow rate of the cooling water flowing through the block side flow channel (11a) and the flow rate of the cooling water flowing through the head side flow channel (12a). 18) The internal combustion engine temperature control system according to any one of claims 13 to 17.